Railway signal control



Sept. 27, 1932. w. R. BURKE RAILWAY SIGNAL CONTROL Filed Feb. 25, 1951 2 Sheets-Sheet Gal-5::

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BY M WI TNE s s Sept. 27, 1932.

w. R. BURKE 1,879,070

RAILWAY SIGNAL CONTROL Filed Feb. 25, 1931 2 Sheets-Sheet 2 .fi'TT. W

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Patented Sept. 27, 1932 H TB 5 W'ILLIAM R. BURKE, 0F UTIGA, NEW YORK, ASSIGNQR 0F ONE-HALF T0 WILLIAM F. BOSSERT, OF UTICA, NEW YORK RAILWAY srenar. coNrnoL "Application filed February 25, 1931. Serial No. 518,161

This invention relates to a car-operated circuit controller for railway crossing signals and other uses to which it may be applicable and is particularly useful in the automatic operation of more or less remote J electrical or electro-mechanical signals through normally closed circuits. I

I The main object is to provide simple and eliicient means whereby a car or train ap- J preaching a highway or other grade crossing from opposite directions will cause the operation of a suitable signal (preferably of the flash type) at or near the crossing and such operation to be continued until the car or 2315 trainhas passed said crossing and then to cause the signal and its operating means to be automatically restored to their normal starting conditions.

In other words I have sought to effect these Operations through the medium of three somewhat similar track-instruments, one of which, to be known as a non-directional instrument, is installed along the track at or adjacent the crossing while the other two, to be known as directional instruments, are installed adjacent the track at more or less remote distances from and at opposite sides of the crossing so thatone of the directional instruments and the non-directional instrument will, be operated in sequence by the wheels of the car or train as the latter approaches and passes the crossing from either direction.

()ne or" the specific objects is to provide each ack instrument with a commutator mountb ed upon a crank-shaft which is operated dically restored to their normal positions as soon as the car or train'passes those instru ments. I v Another object is to enable the commutator of the distant instrument to keep its I circuit closed even though it may be operated'bythe car or train after passing the crossing.

Other objects andiuses will be broughtou't in the following description.

In the drawings Figure 1 is a perspective View of portions of a railway track, partly broken away, show ing diagrammatically asignal near the grade crossing, the non-directional track instru ment at or adjacent the crossing and the directionaltrack instruments located at opposite'sidesof the crossing some distance re mote therefrom.

Figure 2 is an enlarged transverse vertical isectionaleview through oneof the directional track instruments and adjacent'portion of one o-f the rails taken in the plane of line 22, Figure 1.

Figures 3 and 4 are detail sectional views taken respectivelyin'the planes of lines 3 3,

and H, Figure 2. e V I Figure 5 is ahorizontal detail sectional view taken in the plane of line 55, Figure 4. p y p Figures 6-and 7 are enlarged detail views partly in section, of portions of the non-directional instrument and one of the directional instruments showing their reend spective commutators in their normal posi- A tions.

Figure 8-is a diagrammatic viewof the car-operated commutators of the several track instruments together with the correlated electric circuits for controlling the H operation of the crossing signal indicated in Figure 1. V v

In order. that the invention may be clearly understood 1 have shown portions of a single railway track -A extending some distance beyond opposite sides of a highway grade crossing as B, shown by dotted lines in Figure 1. 'A suitable signal -C- is also permanently installed adjacent the intersection ofthe track A+ and crossing B said signal being shown diagrade H N grammatically in Figure 8 as consisting of an electric gong.

A non-directional track instrument D is also installed adjacent one of the rails of the track near its intersection with the grade crossing -B or normally adjacent the signal C to be operated by a car or train moving along the track.

Similar directional track instruments -E and -E are installed adj acentone of the rails of the track at distances more or less remote from and at opposite sides of ter being provided respectively with rollers --m-, a and n normally projecting into the path ofthe flange or tread of the wheels of the car or train moving along the track for rocking the corresponding arms y', laand k"- and their respective 'commutators d-, 'eand e from their normal positions, shown in Figure 8.

The contact brushes -f-, -gand g for each of the commutators-are located at diametrically opposite sides thereof, the commutator 11-- being-provided with a peripheral segment --0- which, in this instance, is somewhat less than a half circle and is normally in a positionbetween and out of contact with the corresponding contact brushes f'-- so that the circuit in which the brushes '-f are connected will be normally broken or open.

The commutator -e isprovided with a peripheral segment s of greater circumferential length then a half circle and normally in contact with both of thebrushes '-g-- to close the circuit in which said brushes are connected. 7 7 V In like manner the commutator'-e is provided with a peripheral segment 's of'great'er circumferential length than a half circle to normally contact with both of -the' brushes-g-,- and thereby to close the circuit in which the brushes are connected.-

The several commutato-rs d' e and ",e are of substantially the same diameter and disposedin substantially the same horizontal plane along one ofthe rails of the track A and are secured totheir reto rotate therewith, the crank arms j, Zcand la'- being'of substantially equal radial length and normally disposed in verinstrument I tical positions with their contact rollers m, n and n' in the path of the flanges of the car-wheels to be engaged thereby for rocking the shafts and commutators through an arc of approximately ninety degrees, more or less, as the car or train is moving in either direction along the track.

As previously stated the conducting segment 0 of the commutator d is normally arranged at the lower side of the commutator between and out of contact with both of the brushes but is adapted to engage one of the brushes when actuated by the car to close the circuit through said contacting brush while breaking the circuit through the other contacting brush for a purpose hereinafter described.

The conducting segment sof the commutator e is normally in contact with both of the brushes g for closing the circuit in which the brushes are connected and extend through an arc of slightly more than three-quarters of the circle leaving an insulating space between its ends.

The end of the segment --8' facing the T non-directional instrument D is normally'only a short distance (considerably less than ninety degrees) from its point of contact with the corresponding brush -q so that when the commutator e is rocked by a train or car moving inthe direction of the grade crossing, the end of the segm'ent'facing the crossing will be moved out of contact with the corresponding brush g for breaking or opening the local circuit while the opposite end of the same segment will maintain contact with the corresponding brush g for a purpose hereinafter more fully described. Y

In reverse manner, the end of the segment s facing the crossing will be a relatively short distance (considerably less than ninety degrees) from its point of contact with the corresponding brush 'g so that when the train is approaching the crossin from the side at which the instrument is located, the engagement of the car-wheel with the contact member -n will rock the commutator toward the crossing and thereby move the segment s out of contact with the inner brush g' for breaking the local and s are reversed in their direction of extension around their respective supporting drums which are preferably made of insulating material, while the segment of the commutator cl is electrically connected to the rock shaft 7L through the medium of a metallic conductor -cZ'-, shown by dotted lines in Figure 8.

Aside from these structural difierences the three track instruments cZ-, e and e are substantially identical in that each comprises a housing 1 arranged along the inner side of one of the rails a of the track -A and rigidly clamped thereto by means of clamping bolts 2 and clamping heads j The adjacent edges of thehousing 1 and clamping head 3 are provided with grooves 4: and tfor receiving and engaging the inner and outer edges of the base flange of the rail, as shown more clearly in Figure 2, the bolts 2- being passed through registering apertures in the lower sides of the housing 1 and clamping member 8-- and provided at one end with nuts 2- for tightening and releasing the members 1 and 3 upon and from the flange of the rail. See Figures 2 and 4:.

The rock shaft of each track instrument preferably extends transversely of and across the interior of the corresponding housing -1 and is journaled in suitable bearings 5 in opposite sides of the housing, as shown more clearly in Figure 2, for receiving and supporting the adjacent commutator within the housing, said rock shaft being extended outwardly beyond the adjacent portion of the housing toward the rail afor receiving and supporting the corresponding crank arm as -7c between said housing and rail, as shown in Figure 2, it being understood that the crank arm -7a is splined or otherwise secured to the adjacent end of the rock shaft as z' for rotating the same when actuated by the car-wheel.

Each commutator as eis preferably composed of two cylindrical drum sections as -e splined or otherwise secured to the corresponding rock shaft to rotate therewith within the housing -1 and preferably arranged in axially spaced relation for receiving between them an additional crank arm -6 which is also splined or otherwise secured to the rock shaft to rotate therewith.

, Each of the crank arms 6- is normally disposed in a verticalplane parallel with, and extending the same direction from the rock shaft as the crank arm lc and has its upper end provided with a vertically elongated slot 'Z' open at the top for receiving a pair of oppositely extending piston rods 8 and 9, the adjacent ends of which overlap each other and are provided with lengthwise slots 10 and 11 for receivinga cross-pin 12 on the crank arm -6e and establishing a pin and slot connection between the crank arm and piston rods, as shown more clearly in Figures 2 and 4.

These piston rods 8 and 9 extend horizontally in opposite directions from the pivotal pin 12- and are provided at their outer ends with pistons 13- and 14: respectively, said pistons being movable in corresponding cylinders 15 and -16- against the action of suitable coil springs 17 and 18, as shown more clearly in Figure l.

These cylinders l7 and 18 have 7 their outer ends pivoted at 19 and 20 respectively to the adjacent end walls of the housing 1- to permit them to rock vertically about said pivots and thereby to com pensate for varying vertical positions of the when the crank arm 6 is in its normal" position, as shown in Figure 4, each cylinder being provided with an air vent -21- to avoid trapping of the air in the outer ends thereof as the pistons are moved outwardly or toward the pivotal ends of the cylinders, and retard the return of the pistons.

It is now clear that if the crank arms of any one of the instruments is rocked in one direction as, for example, in the direction indicated by the arrow :r, Figure 4,.the pin 12- will force the rod 8 endwise into the cylinder 15 against the action of the corresponding spring 17, thereby effecting a corresponding rotary movement of the adjacent commutator as 'e, while at the same time the pin 12'-- will be free to slide endwise in the slot 11 of the other piston rod -9.

On the other hand if the crank arm of any one of the instruments is moved in the opposite direction'from its normal position the pin 12 will effect a c'orrcsponding endwise movement'of the piston rod 9 and its piston 1 l against the action of the corresponding spring- 18 in which case the pin --l2- will simply slide endwise in theslot -1.0 of the piston rod 8-.'

Immediately following the operation of the crank arms and commutator of any one of the instruments from its normal position by a movin car or train, the piston rod actuated thereby will be restored to its normal position by the corresponding spring as l7 or 18 for a purpose presently de- Vmember energy -T, said circuit including therein a relay or electro-magnet 22' and a switch member 23 which is normally in contact with a contact member 2 l thus constituting a normally closed circuit in which the current from the source -T- may pass from said source through the wires 25'- and 26-, throughbrushes gand segment s, and thence through wires 27- to and through the electro-magnet 22 and switch members 23 and -2&- to return through wires -28- to the source of electric energy T, thus completing a normally closed circuit.

Now, as soon as the train approaches the track'instrument E-, it will operate the commutator e in the direction indicated by arrow 'y, Figure 8, to break the electrical connection between thesegment 8 and right hand brush gwhile maintain ing contact'between the segment s and letthand brush g, thereby breaking the normally closed circuit through the electromagnet -2E2- and switch members 23- being pivoted respectively at 33, 34-

and 35 to suitable supports, not shown.

hen the normal closed circuit, previously described, is opened by the operation of the commutator e, the resultant deenergizing of the electro-magnet .22 will allow the switch member 23 to open, and the switch to close contact with the member 32, while at the same time the switch member 3l will be allowed to contact with its companion member 31.

Under these conditions the current from the source T- will be diverted from the wire 25 through another wire -36 and thence to the switch members 30 and 32 tinue as long as the car or train is passing and holding the commutator e against returning and also while the car or train is passing from the instrument E to the instrument D.

That is, as soon as the train passes the instrument D and releases the commutator e, it will-be returned to its normal position by the corresponding spring 17, as shown in Figure 4, but owing to the fact that the switch member 23- has been previously opened it will break the normally closed circuit in which the relay 22 is connected, thereby preventing the energizing of said relay, at which time the switch members 30 and 32 and 31 and 31 will remain in contact for continuing the operation of the signal C While the car or train is in transit from instrument E to instrument Di.

Now as the car or train continues to move Q toward the track instrument D it will engage and operate the crank arm jfor rotating the commutator -(Z in the direction indicated by arrow x, Figure 8, thereby bringing the segment 0 of said commutator into contact with the lefthand brush fwhile still out of contact with the al wire 39- and an electro magnet -40 from which it passes through the then closed switch members 31- and 3l' and thencethrough wires 41 and 42' to the lefthand brush f, thence through the conductor cZ- of the commutator dto the shaft hand on through additional wires 43 and 44 to the signal G- to return to the source T through wire 28.

It willbe noted that, immediately upon the energizing of the relay 40 to open the switch member 3l, the switch member 23- will be closed thereby again closing the local circuit of the instrument E-- through the relay 22 for holding the switch members 23 and 30 closed on their're'spective contacts 24 and -32- and also holding the switch member 3l' in its open position. 7

Under these conditions the operation of the signal D will be continued until the car or train passes the instrument D, whereupon the commutator -rZ will be restoredto its normal position by the spring l7 of the corresponding instrument with the seg-r ment 0 out of contact with both of the brushes f for breaking the signal circuitand stopping the operation of the signal,

The commutators of the instruments D, -E and E are now restored to their normal positions'as shown in Figure 8, with the signal C at rest readyofor a repetition of the operations described by another car or train moving in the same direction or in an opposite direction from that indicated by the arrows. 1

That is, a train approaching the crossing from the right hand of Figure 8 will successively operate the commutators e' and (Z in the same direction to produce the same effects upon the signal "C as previously described, and for this purpose I have shown duplicate relays 22 and .t0r and duplicate switch members 23"-, 30- and 3l" with their cooperative contacts all connected to the brushes g of the commutator -E and to the signal circuit in a manner similar to that previously explained.

For example, when no car or train is ap proaching the crossing from the right hand of Figure 8 of the segment S of instrument E will be in contact with both of the brushes g, thus closing the circuit.

from the generator -T, through wires 25, 26-, brushes g and segment s', thence through wires 27, relay 2 2-, switch member 23 and return through wire 28 to the source T.

Then when the commutator is shifted by the car moving in a direction opposite that indicated by the arrows, Figure 8, the previously closed local circuit will be broken, thereby deenergizing the relay 22 and allowing the switch member -23 to open and the switch member 31 to close and at the same time allowing the switch member 30' to open from its upper contact and close upon its lower contact for diverting the current from the wire 26 through the wire 4Lt and signal C to operate said signal.

This operation of the signal will continue while the car or train is in transit from instrument E to instrument D at the crossing B at which time the train will have passed instrument E to allow its commutator to be restoredto its normal position by its spring 17 for again closing 7 the local circuit.

The continued movement of the car or train from the right hand toward the left hand of Figure 8 will cause the operation of the commutator d in the same direction thereby bringing its segment 0 into contact with the right hand brush fso that the current will. then be temporarily diverted from the line 25, through line 26, brushes the then closed switch member 31, and thencethrough line tlto the right hand brush f, through segment 0 to shaft -r-h, through lines 43 and 44: to signal C for operating the'latter.

immediately upon the energizing otth-e C- for continuing the operation of said signal while the car or train is passing the crossing B-, and at the same time the closing of the switch member 23'+ will again close the local circuit through the instrument E. f

As soon as the car or train has passed the instrument D- and adjacent crossing, the commutator -d will be restoredto its normal position for breaking the circuit through and stopping the operation of the signal C.

It will be observed that after a car or train, moving in either direction, has passed the crossing B and adjacent instrument D' it will engage and operate the distant commutator in the same direction and that these operations will have :no effect whatever upon the signal C by reason of the fact that .thessegments sand s are sufiiciently long to maintain contact with their respective brushes Vg and g during such operations. 7

It isbelieved that the construction and operation have been described in such full clear and exact terms as to enable anyone skilled in the art to make and use the same but ob viously various changes may be made in the detail construction without departing from the spirit of such invention.

What I claim is 1. In a track equipmentof the character described, a normally closed circuit controller adapted to be actuated by a moving car for openingthe same,a second normally open circuit controller located some distance from the firstcontroller in the directionof movement of the car and adapted to be actuated by the car for closing the same, a normally de-energized signal circuit, means brought into action by the opening of the first-named controller for causing the energizing of the signal circuit, and means brought into action by the closing of the second-named controller for continuing the movement of the car and adapted to be actuated by the car for closing the same, a normally de-energized signal circuit, means brought into act-ion by the opening of the first-named controller for causing the energizing of the signal circuit, and means brought into action by the closing ofthe second-named controller for continuing the energizing of the signal circuit after the car has passed the first-named controller, said first-named controller being operable by a car moving in the opposite direction and hav-- ing means for maintaining its closed position when so operated.

8. In a track equipment. of the character described, a circuit controller including a contact brush and a commutator segment movable about an axis into'and out of contact with the brush'and normally in contact with said brush for closing said circuit, means actuated by a car moving along the track for moving the segment out of contact with the brush to break said circuit, a normally open signal circuit, and means brought into action by the breaking of the first-named circuit for closing the signal circuit.

4. In a track equipment ot-thc character described, a circuit controller including a contact brush and a commutator segment movable about an axis into andout of contact with the brush, andnormally in contact with said brush for closing said circuit, means actuated bya car moving along the track for moving the segment out of contact with the brush to break said circuit, a normally open signal circuit, means brought into action by the breaking of the first-named cirnamed circuit closer, said additional circuit closers having means for maintaining their closed position when operated by a car moving in a direction away from the first-named circuit closer, a normally open signal circuit, means brought into action by the opening of either of the additional circuit closers for closing the signal circuit, means brought into action by the closing of the first-named circuit closer for continuing the closing of said signal circuit, and separate devices for restoring the circuit closers to their normal positions after the car has passed the firstnamed circuit closer.

7. In a track instrument of the character described, a circuit controller comprising a rock-shaft having axially spaced cranlcarms, one of which is adapted to be engaged and operated from a normal position by a car or train moving along the track in either direction, a switch member mounted on said shaft to rotate therewith for opening and closing said circuit, a support for the rockshaft, dash-pots mounted on the support at opposite sides of the rock-shaft, separate devices for transmitting motion from the other crank-arm tothe pistons of their respective dash-pots, and separate springs, one for each dashepot and each acting upon its corresponding piston and transmitting devices for restoring the rock-shaft and parts carried thereby to their normal positions.

In witness whereof I have hereunto set my hand this 19th day of February, 1931.

V 7 WILLIAM R. BURKE.

cuit for closing the signal circuit,'and means actuated by the moving car after passing said controller for re-closing the first-named circuit and for closing the signal circuit.

5. In a track equipment-of thecharacter described, a normally open signal circuit, a circuit controller including a brush and a commutator segment normally in contact with the brush and movable about-an axis, car-actuated means for moving said segment out of contact with the brush, and means brought into action byv the breaking of said contact for closing the signal circuit.

6. In a track equipment of the character described, a normally open circuit closer adapted tobe closed by a car moving in either direction, additional normally closed circuit controllers located at opposite sides of the first-named circuit closer and adapted to be opened by the car moving towardsaid first- 

